Apparatus for the control of brakes for railway-vehicles.



P. UTNE.

APPARATUS FOR THE GONTROL 0F BRAKES FOR RAILWAY VEHICLES.

APPLICATION FILED DEG. 18, 1911. 1,105,331 6. Patented July 28,1914.

2 SHEBTS'SHBBT 1.-

2? N a E b N I m 5 A; N N 7; E *1 A M WITNESSES N INVENTOR THE NORRIS PETERS CO., PHOTO-LIT HON WASHINGTON. D. C.

P. TT'PNE. APPARATUS FOR THE CONTROL OF BRAKES FOR RAILWAY VEHICLES.

APPLICATION FILED DEG. 18, 1911.

Patented July 28, 19 14.

2 SHEETSSHBET 2.

INVENTOR c ATTOR I'HH NORRIS PETERS (O.. PHOTOLI'I'HQ. WASHINGTON. Dv C To all whom it may concern:

UNITED STATES iiei rnnr ,o ic

PER UTNE, 0F Ene'swoon PARKPENNSYLVANIA, assrenon'ro 'rnii union swrrcn & SIGNALCOIVCPANY, pr SWISSVALE, rnnnsrnvnnrn, a CORPORATION or PENN- SYLVANIA.

APPARATUS name contact or BRAKES r'onitartwav-vniircnns.

Be it known that I, PER UTNE, a subject of the King of Norway, and residing at Edgewood Park, inthe county of Allegheny and State of Pennsylvania, UnitedStates of America, have invented certain new. and useful Improvements in Apparatus for the Control of Brakes for Railway-Vehicles, of which the following is a specification.

My invention relates to apparatus forthe control of the brakes for railway vehicles,

and more particularly to valve devices em bodied in such apparatus and adapted when operated to cause application of the brakes. I will describe one form of valve device embodying my invention, and willvthen point out the novel features thereof in claims.

In the accompanying drawings, Figure 1 is a view showing in section on a vertical plane one form of valve device embodying my invention. Fig. 2 is a view showing the valve device shown in Fig.1 partly sec tioned on the plane indicated by the line II-II of Fig. 1. 1

Similar reference characters refer to similar parts in each of theviews One feature of my invention is the provision of a valve in the train pipe of a railway vehicle, which valve, when; once opened, is held opened by the 'outflowing fluid pressure until the pressure in the train pipe is reduced to substantially atmospheric ressure.

Referrlng to the drawings, 18 is a valve body which communicates, by means 'of a pipe 12, with a source of fluidpressure, usually the train pipe of a railway vehicle.

The valve body contains an annular valve.

seat 19 against which a valve 23 is biased by means of a spring 24:. The inner portion of the valve seat 19 communicates with apassage 20 which passes upwardly around both sides of the valve body 18,'as shown in Fig. 2, and opens into a chamber 25 from which the escape of fluid is permitted as will now be explained. Ashore shown, this chamber 25 is formed by the top 21 of the valve body 18 and by a cap 22 adapted to fit freely over the sides of the body 18. Thesides of the body 18 are preferably conically sloped as indicated in the drawings, the flange of the cap 22 being also similarly sloped, so that the area for the escape of fluid. increases the I Specification of iLetters-ia'tent.

" Patented Julyi28,i1914.

Application filediDeceinber 8,1911. Serial No. 666,394.

farther the cap 22 israised abovethe top 21. The oap 22 is provided with a staple 26 by means of which the capmay beraised by a crank arm 27 which crank arm is actuated as hereinafter explained. As shown inFig. 2 the cap 22 isprovided with outwardly extending cars 28 into which are fixed downwardly extending studs 29 which slide in guide holes in lugs 30 formed on the 'valvebody 18. The studs 29 are connected at their lower ends by means 0f a strap" 31. I The upwardmovement 1 of the cap- 22 j and its attached studs and strap is limited by the engagement of sleeves 32 on studs 29' withthe lugs30. The

valve 23 is provided with a downwardly extending valve stem '33 adapted to be engaged by the strap 31. This valve stem is of such" length that when the strap 31 is at I the lowest positionof its movement the valve23 restsagainst its seat 19. Obviously then when the strap is raised the valve will beraised from itsseat, allowing fluid pressurefrom the-pipe 12 to flow into the passage 20 and ch'amber 25." The cap 22 is biasedto its lowestposition by means of a coiled ispring 34;, the pressure of which spring can be adjusted by a nut 35 which screws'into a casing 36, in which the valve device is inclosed.

The operation of the valve deviceis as follows: Normally the part-soccupythe positions in which they are shown in the draw-- ings, so that the valve 23 is closedthereby ret-ainingthe pressure in the train pipe or other apparatus with which pipe 12 is connected." hen crankarm 27 is raised, it

raises the cap 22 and therefore the strap 31,

thereby raising the valve 23 from its seat 19. Fluid under pressure is then allowedto pass from the interior of valvebody 18-through passage 20 into chamber 25,and thence to atmosphere around the edges of cap 22. The

' area of the cap 221 is sufficient to enable the escaping fluid to provide the pressure required to hold the cap 22 in the raised position, against the action of gravity and of the springs as and 3 1. That is, the valve 23. is held open by the pressure of the air in chamber 25. As the pressure gradually decreases, cap 22 gradually closes, this cap acting as a throttle to constantly maintain suflicient pressure in thechamber 25 to hold the valve open. The valve 23 is therefore held unseated by the strap 31 until the flow of fluid ceases, that is, until the pressure in the train pipe is reduced to substantially atmospheric pressure, and the cap 22 and valve 23 then resume their normal closed position under the influence of gravity and of springs 34 and 24. It will be seen therefore that when the valve device 11 is once opened, it remains open until the pressure in the train pipe is practically exhausted and the brakes applied. It will be seen further that the valve device is, held open solely by the pressure of the outflowing fluid, and that the operation ofthe valve device is therefore entirely automatic after being opened. 7

The crank 27, which operates the valve device, may be actuated in any suitable manner. As here shown this crank is fixed to a shaft 37: which is mounted to oscillate in bearings carried in a housing 38, which housing is rigidly mounted in the inclosing casing 36. Rigidly secured to the shaft 37 at its outer end is another crank arm 39, which is arranged to be engaged by a stop arm located in the trackway; the stop arm'may, for example, be of the type shown and described in my co-pending application, Serial N 0. 752,897, filed March 8,1913, which is a division of the present application.

It is often desirable to provide automatic means for recording the number of operations ofa brake controlling apparatus. In Fig. 1 I; have shown one form of such means which is actuated by the fluid pressure escaping from the valve device. A passage 47 leading out from the passage 20 connects with a chamber 48 in which is located a flexible diaphragm which is responsive to the pressure. in the passages 20 and 47. This diaphragm is operatively connected with a stem 49, the outer end of which engagesthe short arm of a pivoted lever 50. This lever 50 is operatively connected with a counting device 51 in the manner clearly shown in the drawing. By the use of the fluid pressure exhausted from the train pipe through valve 23 to operate the counter,

I provide a simple and reliable method, andavoid the necessity of complicated mechanical connections between the counter and some moving part; of the apparatus.

Although I have herein shown and described only one form of valve device, em- '7 bodying my invention, I do not wish to: be limited to this specific form; it is understood that various modifications may be an exhaust 1 leading side faces of said body, a movable cap fitting I over said face and forming with the face a made therein within the scope of the append claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is 1. In-an apparatus for the control of fluid pressure brakes, the combination with a train pipe of a valve in the train pipe biased to closed position, means for opening the i valve; a' chamber into which the valve exhausts; sald chamber comprislng a stationary member, and a movable member operatively connected with the valve and fitting loosely over the stationary member whereby the valve will be held open by the outflow of fluid through the valve.

2. In combination, a fluid pressure receptacle, a valve in'said receptacle biased to the closed position, a chamber into which said valve exhausts; said chamber comprising two membersone of which has conical sides and the other a conical flange adapted to fit over said conical sides, one of said members being fixed and; the other movable, whereby the area of: the opening between Said members varies in accordance with the position of the movable member; and connections interposed between the movable memher and the valve for holding the valve open a variable amount according to theposition ofsaid movable member.

3. In combination, a valve body, means for supplying fluid pressure thereto, a valve in said body biased to the closed position, passage in the wall of said body from said valve to, one of the outchamber into which the valve exhausts, the opening from said chamber to atmosphere varying 111 area according to the position Q of said cap, means for biasing said cap to :the closed position, connections interposed between the cap and the valve for holding the valve open a variable amount according I to the pressure in said ifor raising said cap from the said outside face ofthe body and thereby opening the chamber, and means valve.

In w tness whereof, I aflix my signature 1n presence of two witnesses.

PER UTNE, VV-itnesses A, L. VEN ILL, MENA QUEALE.

qopiel of, thll patent may be obtained for five cents each, by add ressing the Commissioner of i'atentl,

I v i Washington, D. (3. 

